ROAD SAFETY AUDIT. Russell Street (Route 9) at North and South Maple Streets Town of Hadley. March 2014

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1 ROAD SAFETY AUDIT Russell Street (Route 9) at North and South Maple Streets Town of Hadley March 2014 Prepared for: Massachusetts Department of Transportation Prepared by: Howard/Stein-Hudson Associates 38 Chauncy Street Boston, MA 02111

2 Table of Contents Background... 2 Project Data... 4 Project Location Description... 5 Road Safety Audit Observations and Potential Enhancements... 7 Safety Issue #1. Traffic Signal Indications and Coordination... 8 Safety Issue #2. Intersection Geometry Safety Issue #3. Pedestrian and Bicycle Accommodations Safety Issue #4. Signage and Pavement Markings Safety Issue #5. Lighting Recommendations List of Appendices Appendix A. RSA Meeting Agenda Appendix B. RSA Audit Team Contact List Appendix C. Detailed Crash Data List of Figures Figure 1. Figure 2. Locus Map... 3 Russell Street (Route 9) at North and South Maple Streets... 6 List of Tables Table 1. Table 2. Participating Audit Team Members... 4 Summary of Potential Safety Enhancements Page 1

3 Background The intersection of Russell Street (Route 9) at North and South Maple streets in Hadley, Massachusetts, is listed as a High Crash Location within the Pioneer Valley Planning Commission (PVPC) region. The Massachusetts Department of Transportation (MassDOT) has determined that Highway Safety Improvement Program (HSIP) funding would be allowed for reconstruction of the intersection if a Road Safety Audit (RSA) were conducted and the proposed design incorporated the safety improvements identified in the RSA. In the autumn of 2014, construction is scheduled to begin on MassDOT Project #605144, part of which will install sidewalks and pedestrian ramps on the south side of Route 9 from South Maple Street to Snell Street, east of the intersection. The project will also include improvements to pedestrian accommodations, driveway reconstruction, pavement markings, crosswalks, and signage in various locations along Route 9. The project will not provide new sidewalks to the west of North and South Maple streets, nor will it provide sidewalks on the north side of Route 9 in the vicinity of the intersection. In general, the RSA is intended to identify potential safety improvements that can be evaluated and included as part of the design process for the future reconstruction of the intersection. The short-term, low-cost potential improvements could be considered by the responsible agency for immediate implementation prior to reconstruction, as appropriate. The RSA study area is illustrated in Figure 1. Page 2

4 Howard/Stein-Hudson Associates, Inc. Figure 1. Locus Map NORTH MAPLE STREET ROUTE 116 RSA Study Area THE HOME DEPOT RUSSELL STREET (ROUTE 9) WALMART SOUTH MAPLE STREET TA R G E T NORWOTTUCK RAIL TRAIL Not to scale.

5 Project Data The audit team conducted an RSA for the intersection of Russell Street (Route 9) at North and South Maple streets on Wednesday, March 12, The RSA agenda appears in Appendix A. Table 1 lists the audit team members and their affiliations. Appendix B provides contact information for all team members. Table 1. Participating Audit Team Members Audit Team Member Agency/Affiliation Damion Shanley Hadley Police Department Michael Spanknebel Hadley Fire Department Michael Klimoski Gary E. Girouard Khyati Parmar Luke Hayes John Hillman Craig Roberts Corey O Connor Ted Brovitz Mike Tremblay Town of Hadley DPW Town of Hadley DPW Pioneer Valley Planning Commission (PVPC) MassDOT District 2 Traffic MassDOT District 2 Traffic MassDOT Highway Safety MassDOT Highway Safety Howard/Stein-Hudson (HSH) Howard/Stein-Hudson (HSH) Prior to the RSA, in order to begin assessing possible safety issues, the audit team reviewed collision diagrams and a crash detail summary for the intersection of Russell Street (Route 9) at North and South Maple streets based on crash records supplied by the Hadley Police Department. Thirty-six crashes occurred at the intersection from 2010 to 2012, including 21 (or 58%) rear-end crashes, 10 (28%) angle crashes, three (8%) head-on crashes, and two (6%) sideswipe crashes. Most crashes (29, or 81%) occurred on dry pavement. Thirteen crashes (36%) occurred after dark, and an additional three crashes (8%) occurred at dusk. Eight (22%) of the 36 crashes resulted in personal injury. Appendix C provides the detailed crash data for the intersection. Page 4

6 Project Location Description The RSA focused on the intersection of Russell Street (Route 9) at North and South Maple streets in the Town of Hadley, as shown in the aerial image in Figure 2. Russell Street (Route 9)/North Maple Street/South Maple Street is a signalized four-way intersection. The Russell Street (Route 9) eastbound and westbound approaches each consist of an exclusive left-turn lane, two through lanes, and a channelized, yield-controlled right-turn lane. U-turns are permitted from the Russell Street (Route 9) westbound approach; vehicles may turn left into a jughandle lane on the southeast corner of the intersection and merge with Russell Street (Route 9) eastbound traffic downstream of the intersection. U-turns are not permitted on the Russell Street (Route 9) eastbound approach to the intersection. The South Maple Street northbound approach consists of an exclusive left-turn lane, a through lane, and an exclusive right-turn lane. The North Maple Street southbound approach to the intersection consists of an exclusive left-turn lane, two through lanes, and an exclusive right-turn lane. Except for a post-mounted far-side signal for the South Maple Street northbound approach, all signal indications at the intersection are located on a single span wire between the northwest and southeast corners of the intersection. This intersection is the junction of the following roadways, which are categorized according to MassDOT Office of Transportation Planning functional classifications: Russell Street (Route 9) is classified by MassDOT as a principal arterial, and falls under MassDOT jurisdiction. Russell Street runs east-west between the Amherst Town Line to the east, where it becomes Northampton Road, and the Northampton Town Line to the west, where it becomes Bridge Street. The cross-section of Russell Street varies between one and two travel lanes in each direction, widening to up to four travel lanes in each direction at some intersections, including at North and South Maple streets. A raised median divides Russell Street eastbound and westbound traffic in the thickly settled area east of the Home Depot driveway, approximately 750 feet west of the intersection. Sidewalks and bicycle accommodations are not provided on Russell Street in the vicinity of North and South Maple streets. North Maple Street is classified by MassDOT as a major collector, and falls under the jurisdiction of the Town of Hadley. North Maple Street runs north-south between North Hadley Street to the north, where it becomes Roosevelt Street, and Russell Street at the study area intersection to the south. North Maple Street typically consists of one travel lane in each direction; however, in the study area, North Maple Street consists of between three and four southbound travel lanes with one northbound travel lane with a short segment of two northbound travel lanes approaching the Home Depot driveway approximately 400 feet north of Russell Street. Sidewalks and bicycle accommodations are not provided along North Maple Street. Page 5

7 Howard/Stein-Hudson Associates, Inc. Figure 2. Russell Street (Route 9) at North and South Maple Streets T A C O BELL NORTH MAPLE STREE T RUSSELL STREET (ROUTE 9) TRADER JOES RUSSELL STREET (ROUTE 9) SOUTH MAPLE STREE T Not to scale.

8 South Maple Street is classified by MassDOT as a major collector, and falls under the jurisdiction of the Town of Hadley. South Maple Street runs north-south between Russell Street at the study area intersection to the north and Bay Road to the south. South Maple Street typically consists of one travel lane in each direction; however, in the study area, South Maple Street consists of two travel lanes in each direction, widening to three northbound lanes at Russell Street. Sidewalks and bicycle accommodations are not provided along South Maple Street. The Norwottuck Rail Trail intersects South Maple Street approximately 0.3 miles south of Russell Street. RSA team members stated that pedestrians and cyclists sometimes utilize South Maple Street to access the malls located on either side of the roadway; however, there are no sidewalks or bicycle accommodations on South Maple Street between Russell Street and the Norwottuck Rail Trail. Road Safety Audit Observations and Potential Enhancements Based on RSA team discussions on Thursday, March 13, 2014, the RSA team determined that the intersection of Russell Street at North and South Maple Streets has the following issues that affect safety: 1. Traffic Signal Indications 2. Intersection Geometry 3. Pedestrian and Bicycle Accommodations 4. Signage and Pavement Markings 5. Lighting The following sections describe in more detail the safety issues and enhancements determined during the RSA. Several of these issues require further study and engineering judgment to determine the feasibility of implementing enhancements to address them. Page 7

9 Safety Issue #1. Traffic Signal Indications and Coordination Observations: RSA team members stated that Russell Street experiences routine congestion during the evening peak period, which is exacerbated by events at area colleges and universities. It was also noted that it is not uncommon that vehicles must stop at the two adjacent signalized commercial driveways to the east and west in addition to the signal North and South Maple Street. Team members stated that they have been experiencing difficulty coordinating the three signals, possibly due to a malfunctioning signal controller, and that they were considering switching to time-based coordination to overcome the poor coordination in the signal network. Congestion, in part due to poor signal coordination, can lead to inattention or distraction at the intersection. Thirteen rear-end crashes occurred on Russell Street eastbound and westbound, and inattention contributed to eight of these crashes. Two of the rear-end crashes was caused by a vehicle following too closely, which may be a sign of frustration due to congestion. Some signal indications are located too close to the stop line due to placement on the span wire. With the exception of a post-mounted far-side signal indication for the South Maple Street northbound right-turn lane, all signal indications at the intersection are located on a span wire between the northwest and southeast corners of the intersection. As a result, some signals are located closer to the stop lines than others. For example, the South Maple Street northbound and North Maple Street southbound right-turn indications are each located 25 to 30 feet from their respective stop bars. The Manual on Uniform Traffic Control Devices (MUTCD) requires that signal indications be located no less than 40 feet beyond the stop bar. This can create rear-end crashes or additional delay when a motorist at the stop bar cannot see the signal indication. In some cases, the signal indications do not line up laterally with their respective lanes. This can create confusion as to which signal indication applies to which lane. Team members stated that Russell Street eastbound or westbound through vehicles sometimes proceed into the intersection upon seeing the left-turn arrow turning green and assuming they too have received a green light. Emergency response team members commented that the signal goes into its failsafe flash mode after the emergency preemption is used. The North and South Maple Street approaches operate with protected-permissive left-turn phasing. Five crashes occurred between South Maple Street northbound and North Maple Street southbound vehicles in which one vehicle was turning left and the other was traveling through the intersection. Page 8

10 The left-turn arrows on the South Maple Street northbound approach and North Maple Street southbound approach are located on the bottom of the signal indications for the adjacent through lane. Both the green and yellow arrows appear on the same signal face. Team members stated that these bi-color signal faces are more difficult to distinguish a changing color than if the green and yellow indications were on different signal faces, particularly for the colorblind. RSA team members reported that solar glare can be an issue, particularly during the evening peak period, when sunset often coincides with peak traffic volumes. The signal indications at the intersection are not equipped with backplates. One rear-end crash on Russell Street westbound was attributed to solar glare. Enhancements: 1. In the short-term, continue efforts to coordinate the intersection with the adjacent signalized commercial driveways to the east and west to reduce motorist inattention and frustration. Consider a time-based coordination system, but consider the impact on operations that may occur when switching to a less adaptive signal control. 2. Identify and, if possible, fix the issue that causes the signal to enter failsafe mode after emergency preemption is used to eliminate the possibility of the signal reverting to an unsafe signal control. 3. As part of long-term reconstruction efforts, repair, modify, or replace the signal cabinet if it is determined to be dysfunctional to allow for an actuated, coordinated signal system to ease congestion and reduce the number of rear-end crashes caused by motorist frustration or inattention. 4. In the mid-term, provide far-side signal indications on the Russell Street eastbound and westbound approaches and on the North Maple Street southbound approach to the intersection to allow motorists to look elsewhere if they are impacted by solar glare or are stopped too close to the stop bar or large truck to see the overhead indications. 5. As part of long-term reconstruction efforts, mount all overhead signal indications on mast arms located at least 40 feet from each respective stop bar for added visibility. Align signal indications with the appropriate lane. 6. Consider equipping signal faces with tunnels or optically programmed indications so that motorists do not mistakenly react to an adjacent lane s signal indication. 7. Replace bi-color left-turn indications on the North and South Maple Street left-turn lanes with separate signal faces for green and yellow arrows for added perceptibility. Consider using flashing yellow arrows during permissive left-turn phases, which have shown in studies to reduce the number of left-turn angle crashes. Page 9

11 8. Consider converting to protected-only left-turn phasing on the South Maple Street northbound and North Male Street southbound approaches to reduce the occurrence of angle crashes. Consider the impact on operations and queues. 9. Consider equipping signal indications with backplates with retroreflective tape to increase signal visibility at night and when motorists are impacted by solar glare. Page 10

12 Safety Issue #2. Intersection Geometry Observations: While North and South Maple Streets run approximately north-south, Russell Street runs somewhat northeast-southwest through the intersection. This creates a skew which causes turns to be significantly sharper or softer than a typical 90-degree intersection. For example, North and South Maple Street left turns are sharper than a typical intersection, while North and South Maple Street right-turns are less severe than a typical intersection. The Russell Street eastbound and westbound channelized right-turn lanes allow vehicles, including trucks, to make a more gradual turn onto North or South Maple Street than if a turn was made at the intersection. A median island is located between the North Maple Street approach and departure. North Maple Street consists of four southbound lanes and one northbound lane in the vicinity of the island. According to team members, this unusual lane configuration plus the skew of the intersection sometimes causes motorists to mistakenly turn left from Russell Street eastbound onto North Maple Street using the North Maple Street southbound approach lanes if no vehicles are at the stop line. Public safety officials noted that, while no crashes were reported, there have been several near-misses due to these errors. Enter Here signage is posted in the triangular island to the east of North Maple Street, and diagrammatic Keep Right signage is located in the median, angled toward the Russell Street eastbound right-turn lane. Vehicles sometimes fail to keep to the right of the splitter island when turning left onto North Maple Street. The placement of the median island on North Maple Street also causes an offset alignment between the South Maple Street northbound through lane and the North Maple Street northbound departure. This forces vehicles traveling northbound through the intersection to shift approximately 10 feet to the east in order to enter the departure lane, which may cause motorist confusion and may result in northbound motorists entering North Maple Street on the southbound side of the roadway. This need to shift may also make it difficult for North Maple Street southbound left-turning vehicles to judge the speed and direction of oncoming South Maple Street through vehicles. Page 11

13 A jughandle, located on the southeast corner of the intersection, allows motorists to make a U-turn from Russell Street westbound onto Russell Street eastbound by turning left into the jughandle and merging with Russell Street eastbound traffic downstream of the intersection. This movement is not necessary for passenger vehicles, which can make a traditional U-turn within the typical cross-section of the roadway; as a result, some passenger vehicles use the jughandle when making a U-turn, and some do not. RSA team members noted that there is no control at the merge point between Russell Street eastbound and the jughandle. One rear-end crash occurred within the jughandle. There is no control at the merge point between Russell Street eastbound and the jughandle. Enhancements: 1. As part of long-term reconstruction efforts, consider realigning the intersection to form a 90 degree intersection to create more typical and predictable turning movements. 2. Provide dashed lane extensions through the intersection for all left turns to help guide vehicles through the intersection, particularly Russell Street eastbound left-turning vehicles onto North Maple Street. 3. Consider the safety benefits of providing text Keep Right signage in addition to the existing graphic signage in the North Maple Street median to reinforce to motorists that the North Maple Street departure lane is to the right of the median. Consider applying a white reflective strip on the sign post for added visibility. 4. Consider modifying or removing the North Maple Street median island as part of long-term reconstruction efforts to reduce confusion at the intersection. Consider the safety impacts and operational benefits of having two North Maple Street northbound departure lanes if the median is removed. 5. Place Yield signage at the jughandle s intersection with Russell Street eastbound to reinforce to vehicles in the jughandle that they must yield to Russell Street eastbound vehicles. 6. As part of long-term reconstruction efforts, consider removing the island between the jughandle and Russell Street eastbound so that no control is needed for u-turning vehicles. Russell Street westbound vehicles may make a U-turn directly onto Russell Street eastbound or use the former jughandle area if extra space to complete the U-turn is needed. Overall pavement area may be reduced if the island is removed, allowing the space to be used for other amenities, such as a sidewalk, shoulder, or bicycle lane. Page 12

14 Safety Issue #3. Pedestrian and Bicycle Accommodations Observations: There are currently no pedestrian accommodations at the intersection. Sidewalks and pedestrian ramps are scheduled to be constructed on the south side of Russell Street from South Maple Street to Snell Street, east of the intersection, beginning in autumn 2014 as part of MassDOT Project # However, this work does not include any new sidewalks on the west side or the north side of the intersection, and does not include any pedestrian crossings. No pedestrian crashes were reported at the intersection; however, the lack of accommodations may result in a low level of pedestrian activity in the area. Several pedestrians were observed crossing Russell Street on the day of the audit. Sidewalks and crosswalks are not provided at the intersection. A Pioneer Valley Transit Authority (PVTA) bus stop and bus shelter is located on the north side of Russell Street, just west of the Home Depot driveway to the west of North and South Maple Streets. This bus stop has a sidewalk connecting the bus stop to the driveway, but otherwise has no outside connections. Two bus stops are located in the commercial parking areas to the east and west of South Maple Street. Dedicated bicycle accommodations are not provided at the intersection. Signage is posted indicating that bicycle detection is provided. The Norwottuck Rail Trail intersects South Maple Street approximately 0.3 miles south of Russell Street. RSA team members stated that cyclists sometimes use South Maple Street to access the commercial areas on either side of South Maple Street in the vicinity of the intersection. According to MassDOT s Healthy Transportation Policy Directive, which outlines methods to reach MassDOT s mode shift goal of tripling distance traveled by walking, bicycling, and transit by 2030, sidewalks shall be provided on both sides of roadway rights-of-way on non-limited access roadways in urbanized areas. Additionally, sidewalks must be provided on the roadways adjacent to commercial development. Finally, existing and proposed walking, bicycling, and transit routes within a 2-mile radius of a proposed project, critical connections to downtowns and transit facilities, and all Bay State Greenway routes (such as the Norwottuck Rail Trail) shall be clearly identified. Page 13

15 Enhancements: 1. As part of long-term reconstruction efforts, consider providing sidewalks along both sides of Russell Street on each side of the intersection, and providing crosswalks across Russell Street and across North and South Maple Streets for added pedestrian mobility and safety. Sidewalks should connect to the westbound PVTA bus stop west of the intersection in the vicinity of the Home Depot driveway. 2. As part of long-term reconstruction efforts, consider providing sidewalks along both sides of South Maple Street to provide connections from Russell Street to the commercial areas and PVTA bus stops on either side of South Maple Street. Sidewalks should extend to the Norwottuck Rail Trail to provide a pedestrian connection between the rail trail and the commercial areas near the intersection. 3. As part of long-term reconstruction efforts, consider providing sidewalks along both sides of North Main Street to connect pedestrians to the commercial areas on each side of North Maple Street. 4. In the short-term, consider providing shared lane markings on each side of South Maple Street to raise motorist awareness of cyclists traveling between the Norwottuck Rail Trail and commercial businesses on either side of South Maple Street. 5. As part of long-term reconstruction efforts, consider providing bicycle accommodations such as a 4-foot shoulder or a 5-foot bicycle lane along both sides of Russell Street and South Maple Street in order to encourage bicycling. Page 14

16 Safety Issue #4. Signage and Pavement Markings Observations: RSA team members noted that a No Turn on Red sign on the South Maple Street northbound approach is posted adjacent to the stop line and is located too high on the post to see for a motorist in a vehicle on the stop line to see. Additionally, the No Turn on Red sign is located behind lane use signage, so it may not be visible to vehicles in the right-turn lane as they approach the intersection. Illegal right-turns on red may lead to rear-end crashes on Russell Street eastbound when an eastbound vehicle unexpectedly slows or stops for an exiting vehicle and a following vehicle cannot react in time. A No Turn on Red sign is located behind lane use signage and is not visible from the stop line. RSA team members noted that the pavement markings at the intersection are generally worn. Motorists may become confused if they cannot see longitudinal or lane use pavement markings when approaching an intersection. Enhancements: 1. Consider moving the No Turn on Red on the South Main Street northbound approach closer to the intersection, as appropriate, for additional visibility. Consider moving the lane use signage upstream of the intersection so that it does not block the No Turn on Red signage. 2. Consider placing supplemental, oversized No Turn on Red signage on the triangular island between North Maple Street and the Russell Street westbound right-turn lane. 3. Consider adding advance street name signage for North and South Maple streets along Route 9. Also consider providing street name signage on the existing span wire. If signal indications are moved to mast arms in the future, provide street name signage on the mast arm, as appropriate. 4. Consider restriping all pavement markings with thermoplastic markings, which are more durable and visible than paint. Page 15

17 Safety Issue #5. Lighting Observations: RSA team members noted that lighting may be inadequate at the intersection. Sixteen of the 36 crashes reported at the intersection occurred at or after dusk. Enhancements: 1. Consider adding additional lighting to the intersection to increase visibility after dark. Page 16

18 Recommendations Based on its review of data, on-site field observations and group discussion, the RSA team identified the following possible enhancements that could improve safety at the intersection of Russell Street and North and South Maple streets. Further study and design work will need to be conducted to determine the feasibility of making some of the improvements. Table 2 summarizes the safety issues, possible enhancements, estimated safety payoff, time frame, cost, and responsibility. Safety payoff estimates are based on engineering judgment and are categorized as low, medium, and high. The time frame is categorized as short-term (<1 year), midterm (1 to 3 years), or long-term (typically >3 years). Long-term improvements are typically considered to be substantial improvements with an expected time frame for implementation greater than 3 years. The costs are categorized as low (<$10,000), medium ($10,001 to $50,000), or high (>$50,000). Short-term enhancements include, but are not limited to: Coordinate signals; Provide dashed lane extensions through the intersection; Reinforce the South Maple Street northbound No Turn on Red signage; and Restripe all pavement markings with retroreflective thermoplastic; To enhance the safety of the corridor, the long-term enhancements are to: Replace the span wire with mast arms; Modify or remove the island on North Maple Street; Realign intersection so roadways intersect at 90-degree angles; Provide pedestrian sidewalks, crossings, ramps, and connections to transit; Provide bicycle accommodations and connections to transit and the Norwottuck Rail Trail; and Improve lighting. It is the responsibility of MassDOT to ensure that the designer incorporates the relevant safety enhancements identified as part of this RSA. The RSA is intended to identify potential safety improvements that can be evaluated and included as part of the design process for the reconstruction. The short-term, low-cost potential improvements could be considered by the responsible agency for immediate implementation, as appropriate. Page 17

19 Table 2. Summary of Potential Safety Enhancements Safety Issue Traffic Signal Indications Safety Enhancement In the short-term, continue efforts to coordinate the intersection with the adjacent signalized commercial driveways to the east and west to reduce motorist inattention and frustration. Consider a time-based coordination system, but consider the impact on operations that may occur when switching to a less adaptive signal control. As part of long-term reconstruction efforts, repair, modify, or replace the signal cabinet if it is determined to be dysfunctional to allow for an actuated, coordinated signal system to ease congestion and reduce the number of rear-end crashes caused by motorist frustration or inattention. In the mid-term, provide far-side signal indications on the Russell Street eastbound and westbound approaches and on the North Maple Street southbound approach to the intersection to allow motorists to look elsewhere if they are impacted by solar glare or are stopped too close to the stop bar or large truck to see the overhead indications. As part of long-term reconstruction efforts, mount all overhead signal indications on mast arms located at least 40 feet from each respective stop bar for added visibility. Align signal indications with the appropriate lane. Consider equipping signal faces with tunnels or optically programmed indications so that motorists do not mistakenly react to an adjacent lane s signal indication. Replace bi-color left-turn indications on the North and South Maple Street left-turn lanes with separate signal faces for green and yellow arrows for added perceptibility. Consider using flashing yellow arrows during permissive left-turn phases, which have shown in studies to reduce the number of left-turn angle crashes. Consider converting to protected-only left-turn phasing on the South Maple Street northbound and North Maple Street southbound approaches to reduce the occurrence of angle crashes. Consider the impact on operations and queues. Safety Payoff Time Frame Cost Responsible Party High Short-term Low MassDOT High Long-term Medium MassDOT Medium Long-term High MassDOT High Long-term High MassDOT Low Short-term Low MassDOT Low Short-term Low MassDOT Medium Short-term Low MassDOT Page 18

20 Table 2. Summary of Potential Safety Enhancements (continued) Safety Issue Traffic Signal Indications Intersection Geometry Safety Enhancement Safety Payoff Time Frame Cost Responsible Party Consider equipping signal indications with backplates with retroreflective tape to increase signal visibility at night and Low Short-term Low MassDOT when motorists are impacted by solar glare. As part of long-term reconstruction efforts, consider realigning the intersection to form a 90-degree intersection to Medium Long-term High MassDOT create more typical and predictable turning movements. Provide dashed lane extensions through the intersection for all left turns to help guide vehicles through the intersection, particularly Russell Street eastbound left-turning vehicles Low Short-term Low MassDOT onto North Maple Street. Consider the safety benefits of providing text Keep Right signage in addition to the existing graphic signage in the North Maple Street median to reinforce to motorists that the Low Short-term Low MassDOT North Maple Street departure lane is to the right of the median. Consider modifying or removing the North Maple Street median island as part of long-term reconstruction efforts to reduce confusion at the intersection. Consider the safety Medium Long-term Medium MassDOT impacts and operational benefits of having two North Maple Street northbound departure lanes if the median is removed. Place Yield signage at the jughandle s intersection with Russell Street eastbound to reinforce to vehicles in the jughandle that they must yield to Russell Street eastbound Low Short-term Low MassDOT vehicles. As part of long-term reconstruction efforts, consider removing the island between the jughandle and Russell Street eastbound so that no control is needed for u-turning vehicles. Russell Street westbound vehicles may make a U-turn directly onto Russell Street eastbound or use the former Low Long-term Medium MassDOT jughandle area if extra space to complete the U-turn is needed. Overall pavement area may be reduced if the island is removed, allowing the space to be used for other amenities, such as a sidewalk, shoulder, or bicycle lane. Page 19

21 Table 2. Summary of Potential Safety Enhancements (continued) Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Responsible Party Pedestrian and Bicycle Accommodations Signage and Pavement Markings As part of long-term reconstruction efforts, consider providing sidewalks along both sides of Russell Street on each side of the intersection, and providing crosswalks across Russell Street and across North and South Maple Streets for added pedestrian mobility and safety. Sidewalks should connect to the westbound PVTA bus stop west of the intersection in the vicinity of the Home Depot driveway. As part of long-term reconstruction efforts, consider providing sidewalks along both sides of South Maple Street to provide connections from Russell Street to the commercial areas and PVTA bus stops on either side of South Maple Street. Sidewalks should extend to the Norwottuck Rail Trail to provide a pedestrian connection between the rail trail and the commercial areas near the intersection. As part of long-term reconstruction efforts, consider providing sidewalks along both sides of North Main Street to connect pedestrians to the commercial areas on each side of North Maple Street. In the short-term, consider providing shared lane markings on each side of South Maple Street to raise motorist awareness of cyclists traveling between the Norwottuck Rail Trail and commercial businesses on either side of South Maple Street. As part of long-term reconstruction efforts, consider providing bicycle accommodations such as a 4-foot shoulder or a 5-foot bicycle lane along both sides of Russell Street and South Maple Street in order to encourage bicycling. Consider moving the No Turn on Red on the South Main Street northbound approach closer to the intersection, as appropriate, for additional visibility. Consider moving the lane use signage upstream of the intersection so that it does not block the No Turn on Red signage. Consider placing supplemental, oversized No Turn on Red signage on the triangular island between North Maple Street and the Russell Street westbound right-turn lane. High Long-term High MassDOT High Long-term High High Long-term High MassDOT/Town of Hadley MassDOT/Town of Hadley Low Short-term Low DCR/Town of Hadley Medium Long-term Medium MassDOT Low Short-term Low MassDOT Low Short-term Low MassDOT Page 20

22 Table 2. Summary of Potential Safety Enhancements (continued) Safety Issue Safety Enhancement Safety Payoff Time Frame Cost Responsible Party Signage and Pavement Markings Lighting Consider adding advance street name signage for North and South Maple streets along Route 9. Also consider providing street name signage on the existing span wire. If signal indications are moved to mast arms in the future, provide street name signage on the mast arm, as appropriate. Consider restriping all pavement markings with thermoplastic markings, which are more durable and visible than paint. Consider adding additional lighting to the intersection to increase visibility after dark. Low Short-term Low MassDOT Low Short-term Low MassDOT Medium Long-term High MassDOT Page 21

23 Appendix A. RSA Meeting Agenda

24 Hadley, MA Route 9 (Russell Street) at North and South Maple Streets Meeting Location: Hadley Police Department 15 East Street, Hadley, MA Wednesday, March 12, :00 AM 12:00 noon Type of meeting: Attendees: Please bring: High Crash Location Road Safety Audit Invited Participants to Comprise a Multidisciplinary Team Thoughts and Enthusiasm!! 10:00 AM Welcome and Introductions 10:15 AM Discussion of Safety Issues 11:00 AM Site Visit Crash history, Speed Regulations provided in advance Existing Geometries and Conditions Drive to the intersection of Route 9 (Russell Street) at North and South Maple Streets As a group, identify areas for improvement 11:30 AM Discussion of Potential Improvements Discuss observations and finalize safety issue areas Discuss potential improvements and finalize recommendations 12:00 noon Adjourn for the Day but the RSA has not ended Instructions for Participants: Before attending the RSA on March 12 th, participants are encouraged to drive/walk through the intersection and complete/consider elements on the RSA Prompt List with a focus on safety. All participants will be actively involved in the process throughout. Participants are encouraged to come with thoughts and ideas, but are reminded that the synergy that develops and respect for others opinions are key elements to the success of the overall RSA process. After the RSA meeting, participants will be asked to comment and respond to the document materials to assure it is reflective of the RSA completed by the multidisciplinary team.

25 Appendix B. RSA Audit Team Contact List

26 Participating Audit Team Members Date: Thursday, August 8, 2013 Location: Hadley Town Hall, 5 Beach Road, Hadley, MA Audit Team Members Agency/Affiliation Address Phone Number Damion Shanley Hadley Police Department shanleyd@hadleyma.gov Michael Spanknebel Hadley Fire Department fireprevention@hadleyfd.com Michael Klimoski Town of Hadley DPW Gary E. Girouard Town of Hadley DPW dpwdir@hadleyma.gov Khyati Parmar Pioneer Valley Planning Commission (PVPC) laparmar@pvpc.org Luke Hayes MassDOT District 2 Traffic luke.hayes@state.ma.us John Hillman MassDOT District 2 Traffic john.hillman@state.ma.us Craig Roberts MassDOT Highway Safety craig.roberts@state.ma.us Corey O Connor MassDOT Highway Safety corey.oconnor@state.ma.us Ted Brovitz Howard/Stein-Hudson (HSH) tbrovitz@hshassoc.com Mike Tremblay Howard/Stein-Hudson (HSH) mtremblay@hshassociates.com

27 Appendix C. Detailed Crash Data

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29 Crash Data Summary Table, MA Crash Diagram Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather Condition Road Surface Driver Contributing Code Ages Comments Ref # m/d/y Type Type Type Type Type D1 D2 D3 Dark - roadway not 1 1/19/10 Tuesday 5:45 PM Angle lighted Rain Wet Inattention /3/10 Wednesday 8:44 PM Head on Dark - lighted roadway Clear Dry Unknown /2/10 Sunday 5:24 PM Rear-end Daylight Clear Dry Inattention /4/10 Tuesday 3:25 PM Rear-end Daylight Clear Dry Inattention Vehicles 1 and 2 traveling WB on Russell Street, sudden stop resulted in accident. Vehicle 1 stopped waiting to merge into traffic SB on South Maple Street, Vehicle 2 checked for traffic not realizing Vehicle 1 was still stopped. 5 6/10/10 Thursday 9:19 PM Angle Dark - lighted roadway Clear Dry Unknown Both vehicles stated they had a green left turn light. 6 6/28/10 Monday 9:37 PM Angle Dark - lighted roadway Clear Dry Unknown Both vehicles stated they had a green left turn light. Both vehicles traveling WB on Russell Street, Vehicle 2 attempted to pass 7 8/4/10 Wednesday 5:19 PM Angle Daylight Clear Dry Failed to yield right of way Vehicle 1 while still in the same lane. 8 8/7/10 Saturday 9:22 PM Head on Dusk Clear Dry Distracted Vehicle 1 was texting and saw a green arrow while his light was still red and proceeded through the light, colliding with Vehicle 2. Both vehicles traveling WB on Russell Street, Vehicle 1 was stopped at the 9 8/9/10 Monday 11:49 PM Rear-end Dark - lighted roadway Rain Wet Followed too closely red light, Vehicle 2 couldn t stop due to wet conditions. Failure to keep in proper lane or 10 10/31/10 Sunday 6:25 PM Angle Dark - lighted roadway Clear Dry running off road /11/10 Thursday 12:31 PM Head on Daylight Clear Dry Inattention Vehicle 1 was turning East onto Russell Street, Vehicle 2 was traveling North, Vehicle 1 thought Vehicle 2 was turning from South Maple Street. Vehicle 1 was turning East onto Russell Street, Vehicle 2 was traveling 12 11/30/10 Tuesday 5:14 PM Angle Dark - lighted roadway Rain Wet Unknown North, Vehicle 1 was impatient and went with a green arrow /8/10 Wednesday 4:02 PM Rear-end Daylight Clear Dry Glare Vehicle 1 was stopped, Vehicle 2 couldn t see due to glare from the sun. 14 2/4/11 Friday 4:46 PM Rear-end Dusk Cloudy Dry Unknown /5/11 Saturday 2:27 PM Rear-end Daylight Rain Wet Inattention /25/11 Friday 4:10 PM Head on Daylight Clear Dry Unknown Bicycle unsteadily crashed into Vehicle /2/11 Saturday 2:05 PM Rear-end Daylight Clear Dry Other improper action Driver of Vehicle 2 hit the gas pedal instead of brakes. 18 4/12/11 Tuesday 8:36 AM Rear-end Daylight Cloudy Dry Inattention Vehicle 2 saw green arrow and assumed he had a green light when it was red. 19 5/10/11 Tuesday 7:02 PM Sideswipe, opposite direction Daylight Clear Dry Failed to yield right of way Vehicle 1 stated he didn t stop for red arrow thinking the other direction would be given a longer delay before being given a green light. 20 7/8/11 Friday 8:02 AM Angle Daylight Other Dry Swerving or avoiding due to wind, slippery surface, vehicle, object, nonmotorist in roadway, etc Vehicle 2 said his brakes did not work and swerved into the same lane as Vehicle 1 and struck her car.

30 Crash Data Summary Table, MA Crash Diagram Crash Date Crash Day Time of Day Manner of Collision Light Condition Weather Condition Road Surface Driver Contributing Code Ages Comments Ref # m/d/y Type Type Type Type Type D1 D2 D3 21 9/13/11 Tuesday 5:22 PM Rear-end Daylight Clear Dry Inattention Traveling EB on Russell Street /25/11 Tuesday 3:08 PM Rear-end Daylight Clear Dry Inattention Waiting to merge EB Route 9(Russell Street) 23 11/21/11 Monday 17:38 Rear-end Dark - lighted roadway Clear Dry Followed too closely /29/11 Tuesday 4:24 PM Rear-end Daylight Rain Wet Inattention WB Russell Street. Vehicle 1 traveling EB couldn t stop for red light and collided with Vehicle /7/11 Wednesday 4:22 PM Angle Dark - lighted roadway Rain Wet Inattention turning into Hampshire mall with a green arrow. Disregarded traffic signs, signals, road Vehicle traveling WB on Russell Street traveling through a red light into 26 12/14/11 Wednesday 12:34 PM Angle Daylight Clear Dry markings Vehicles 2 and 3 traveling SB on North Maple Street. 27 1/5/12 Thursday 6:05 PM Rear-end Dark - lighted roadway Clear Dry Inattention /30/12 Monday 5:40 PM Rear-end Dark - lighted roadway Cloudy Dry Inattention /25/12 Sunday 1:45 PM Rear-end Daylight Cloudy Dry No Improper Driving /30/12 Friday 6:50 PM Rear-end Dusk Clear Dry Inattention /13/12 Wednesday 3:10 PM Rear-end Daylight Clear Dry Inattention /17/12 Sunday 9:39 PM Rear-end Dark - lighted roadway Clear Dry Inattention /12/12 Thursday 12:54 PM Rear-end Daylight Clear Dry Fatigued/asleep /26/12 Wednesday 11:58 AM Rear-end Daylight Clear Dry Inattention /4/12 Sunday 8:14 PM Angle Dark - lighted roadway Clear Dry Inattention Vehicle 2 saw a green left turn arrow and began to travel forward into Vehicle 1 when his lane had a red signal. Operator of Vehicle 1 stated he was tired and thought traffic was moving faster than it actually was. Vehicles 1 and 2 traveling EB on Russell Street, Vehicle 2 was distracted by the car in his rear view mirror and failed to stop for Vehicle 1. Vehicle 1 traveling WB on Russell Street turned on red because she was distracted and collided with Vehicle 2 traveling EB on Russell Street /8/12 Saturday 5:02 PM Rear-end Dark - lighted roadway Cloudy Wet Followed too closely *Courtesy Crash - A term used to describe a crash that occurs subsequent to a non-involved mainline driver who gives the right of way, contrary to the rules of the road, to another driver. Summary based on Crash Reports obtained from the Hadley Police Department.

31 Crash Data Summary Tables and Charts, MA 15% 10% 8% 8% 8% CRASH MONTH 11% 8% 8% 14% 11% 5% 6% 6% 6% 6% 0% J F M A M J J A S O N D 25% 20% 15% 10% 5% 0% CRASH DAY OF WEEK 22% 19% 14% 11% 11% 11% 11% Monday Tuesday Wednesday Thursday Friday Saturday Sunday 40% 30% 20% 10% 0% 0% 6% 3% 6AM 8AM 8AM 10AM 10AM 12PM CRASH TIME OF DAY 11% 14% 12PM 2PM 2PM 4PM 36% 4PM 6PM 11% 17% 3% 0% 0% 0% 6PM 8PM 8PM 10PM 10PM 12AM 12AM 2AM 2AM 4AM 4AM 6AM 70% 60% 50% 40% 30% 20% 10% 0% 0% Single Vehicle Crash 58% CRASH MANNER OF COLLISION 28% Rear-end Angle Sideswipe, same direction 0% 3% Sideswipe, opposite direction 11% Head on 0% 0% Rear to Rear Unknown Crash Data Spreadsheet_Russell_Maple_St.xlsx 3 of 4 3/3/2014

32 Crash Data Summary Tables and Charts, MA 60% 53% 40% CRASH LIGHT CONDITION 36% 20% 0% 0% 8% Daylight Dawn Dusk Dark Lighted Roadway 3% 0% 0% Dark Roadway not lighted Dark unknown roadway lighting Other 0% Unknown 70% 60% 50% 40% 30% 20% 10% 0% 67% 14% 17% CRASH WEATHER CONDITION 0% 0% 0% 0% 0% 3% 0% Clear Cloudy Rain Snow Sleet, Hail, Freezing Rain Fog, Smog, Smoke Severe Crosswinds Blowing sand, snow Other Unknown 100% 80% 60% 40% 20% 0% 40% 30% 20% 10% 0% 81% 19% CRASH ROAD SURFACE 0% 0% 0% 0% 0% 0% Dry Wet Snow Ice Sand, mud, dirt, oil, gravel 18% 30% CRASH DRIVER AGES 16% 5% Water (standing, moving) 15% Slush 10% Other 1% % Unknown 4% 80+ Crash Data Spreadsheet_Russell_Maple_St.xlsx 4 of 4 3/3/2014